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Bike Review: 2008 Ducati GT 1000 - From RoadBike March 2008
 The GT1000 is ergonomically comfortable and has just enough edge to make it fun. New-Bike Test: 2008 Ducati GT 1000 By Tricia Szulewski, Photos (And Ride Guide) By Bob Feather I realize I’m not the target market demographic Ducati intended for the GT 1000. After all, I was only about to be conceived when Fabio Taglioni sketched out an image of the bike that would become legendary to many motorcycle historians and the basis for this modern-day, retro-styled sport standard. History Lesson On March 20, 1970, Taglioni’s idea for Ducati’s first-ever V-twin engine was born. The bevel-gear driven, two-valve cylinder head, 90-degree V-twin was the beginning of a revolution for Ducati. The engine, nicknamed “Pompone” — which means “big pump” — would prove to be Taglioni’s most well-known and beloved engine design. Prototypes of Ducati motorcycles that featured the new engine were developed quickly. The twin cylinders were arranged longitudinally in a 90-degree L shape (long known as the L-twin), the most balanced design, according to Taglioni. The 750cc engine had a bore and stroke of 76 x 75mm and produced 60 hp. It sported a single-overhead camshaft and was driven by an efficient desmodromic valve gear. Taglioni envisioned his simple and functional design as the essential sportbike, but the Gran Turismo name suggested a motorcycle worthy of distances, not a real performance machine. The GT 750 was introduced in the summer of 1971, and the media was impressed. The Gran Turismo proved to be not only sporty and capable, but, with a fiberglass gas tank and metal flake paint options, set new standards in quality and performance. The following year, after making chassis refinements and a race version of the 750, Ducati made history. On April 23, 1972, at the first Imola 200-mile Miglia, the “European Daytona,” both first-place racer Paul Smart and second-place racer Bruno Spaggiari rode GT 750s. With this important win, the Pompone helped permanently establish Ducati. Fast Forward
When it was my turn to trade our tester 2008 Kawasaki Concours for the GT 1000, I didn’t have high expectations and wasn’t excited at all. This was the kind of bike I’d never look twice at. I happen to think retro-styled motorcycles are hokey and prefer modern-day styling and features. I imagine the kind of buyers that this type of motorcycle attracts are reentry riders, who haven’t yet ridden a current production bike and are hesitant to move on. Or maybe there are some who already have a full stable, and can afford the luxury of adding another whenever it grabs them.
Hesitantly swapping keys with Editor Steve Lita one Sunday morning at Marcus Dairy, I asked if there was anything I needed to know about the bike. “What you see is what you get,” he responded, then swung his leg over the big Kaw. Checking the bike over, I realized it was a simple package, with nothing too fancy to figure out. The ignition switch is front and center, and since the bike is electronically fuel injected, there was no need to search for a choke knob. So a turn of the key and a touch of the starter brought the GT to life, and I followed Steve to the highway. My first impression was that the bike felt extremely light and quick — almost uncomfortably so. After putting a couple thousand miles on the Concours, I needed to adjust to the unfaired standard. However, as I raced after Steve dodging in and out of the three-lane highway, I was surprised at how quick the little bike was. No, it wasn’t as spot on as the 1400, but it certainly could keep ahead of all the four-wheelers on Interstate 84.
As my time with the Ducati varied from commuting to riding local back roads, I got to know the quirks of this retro scoot. First, I found that the seat is shaped in such a way that you’re forced forward into the tank. I’ve had this problem on other bikes, and comparatively, this one isn’t the worst case, but it’s still annoying. Secondly, I learned that there’s no good way to attach any luggage, unless you buy some Ducati aftermarket saddlebags. The tank is plastic, so no tankbag will do, and the passenger portion of the seat is too short to fit a tailbag. Not to mention the lack of bungee hooks or anything at all out back to attach them to. The seat comes off easily with the key, and the twist of a thumbscrew reveals a compartment large enough for a basic toolbag and paperwork. But backpacking is the only way to carry anything of significant proportions on the GT. Good points worth noting: besides the peppy motor and spot-on fuel injection, the gas mileage that I clocked — 51 mpg to be exact — was impressive. With oil prices as they are, I appreciated the savings, and with the 3.96-gallon fuel capacity, I could get close to 200 miles before filling up. I also enjoyed the instrument cluster. It’s got everything I look for — speedometer, tachometer, high beam indicators, neutral indicator, turn signals, low oil pressure and fuel lights, and also includes a digital clock and tripometer. With two simple chrome buttons in the center of the cluster, it’s easy to scroll through the gauges at the pump, but inconvenient while in motion. Epic Proportions Then came the best riding day of the season. I decided to take a day off from retouching photos and doing layouts so I could accompany Staff Photographer Bob Feather on a blast through western Connecticut to shoot two bikes — the GT and a Honda ST1300. Bob strapped his camera gear to the ST, and with nothing but full tanks and freedom from the office humdrum, we set out just after the morning commute was over. For those of you who don’t know Bob, he will go many, many miles out of his way to avoid traffic. His aversion to congestion, combined with years of searching for shooting locations in our area, has created the perfect ride guide. When we were less than three miles out, we were already on new-to-me, twisty, scenic, well-paved, little-traveled roads. And this set the tone for the rest of the morning. Heading northwest into New York’s Dutchess County, we rode swiftly past green reservoirs, wooded riverbeds, and open farmland filled with sunflowers. Bob’s pace was quick and smooth, as the ST likes to be ridden. Behind him on the Ducati, I was having so much fun that I was actually laughing at myself. How could I have misjudged a bike so badly at first glance? While I’m not one to care how I look on a bike, I had quickly summed up what I thought of the bike before ever giving it a real run for its money. Shame, shame! The air-cooled L-twin pumped laboriously, and the beat filled my blood with excitement that I hadn’t felt all season. The pegs are situated just right for my 5' 7" frame, and provided a comfortable bend without being overaggressively positioned. While I’d been annoyed before about the seat pushing me forward into the tank, I didn’t even notice now, as I leaned forward to meet the wide, classic tubular handlebar. I was keeping pace with that ST, even though Bob was clearly flying well above the posted limits. With every promise of the next tight corner, even though illustrative signs warned us to slow down, we’d approach with full intentions of cranking up the throttle once we were through the apex. Over and over, all morning long, we met every great bend with anticipation of another epic entrance and exit, leaning the bikes through the curves together like a dance. The GT’s wet multiplate hydraulic clutch operated effortlessly, and I had an absolute blast as I took the chain-driven six-speed over the roads it was built for. New Age By pushing the bike harder than I had before, I could finally feel the current-day technology at work. The signature Ducati ALS 450 steel tubular trellis frame is derived from the other members of the GT series, and is light yet rigid. It retains the classic chassis design and simple-but-functional theory, and uses the engine cases as a stressed member. Coupled with the 43mm inverted Marzocchi forks and two Sachs preload-adjustable rear shocks, the frame and suspension work well together to convey confidence-inspiring handling. Initially, I was concerned about the limitations of the suspension’s adjustments, and made a mental note of the visual amount of travel in the front fork. But after all the ground pounding was done, I was surprisingly pleased with the bike’s stability and comfort. The GT 1000 uses a welded steel tube swingarm with two large, rounded legs linked by an elliptical crossmember. The simple system used to adjust the chain drive tension is reminiscent of some systems on bikes from the 1970s, but is much larger and stronger for modern performance. The GT is fitted with two Brembo floating calipers and semifloating 320mm discs up front. The 30- and 32mm diameter pistons are thermally insulated, and bring braking into this century, thankfully. The rear brake system utilizes a floating single-piston Brembo 34mm caliper with high-friction sintered pads and a 245mm disc. Together, this combination works impressively to slow down anything the 1000 can deliver. Say “Cheese” While Bob and I were having an absolute blast putting miles between us and the office, eventually we had to stop to shoot the bikes. While I could’ve thought up some excuse for why we had to go out a second day to find just the right location, something told me I’d better come back with the photos that were just as great as the ride was. So we found our location and set up the bike. I knew I’d be happy with the results when I heard Bob oohing and ahhing in the Canon’s viewfinder as I held the reflector up to the chrome exhaust pipe. I’d spent several hours early that morning washing and detailing the bike, so I knew that Bob would look into his viewfinder and see all the little grease splatters that the oversprayed chain spewed all over the rear hub and under the fender. But his nods of approval told me that either I’d done a good enough job, or, more likely, that he just really dug the lines of this bike. The sculpted gas tank and seat, the exposed engine, the 70s-style font of the logos on the tank and seat, the unusual bent shape of the fender support rails, the round taillight, the dual-exhaust pipes (one per side), the chromed spoke wheels, the rich red luster of the paint, and the chrome in all the right places — the 1000 makes a statement. Besides suggesting another decade of motor sports, it signifies a harmonious form that functions well, too. It’s simplicity at its best. And to think that I could’ve looked right past this wonderful ride, had I not been asked to write this review. It would’ve truly been a lost pleasure. RB
Tech Sheet 2008 Ducati GT 1000 |
At first glance, everything screams “retro.” But once you actually ride it, you forget about what it looks like, and realize that this is a modern machine, capable of taking on any other bike in its class.
The round headlight, simple instrument cluster, and sculpted tank are just a few of the careful details Ducati put into this retro-styled package.
The underseat storage compartment is large enough for the stock toolkit, and then some.